Vehicle safety

Abstract

Toughened airbag systems are applied to the bottom surface of an aircraft to permit the crashing vehicle to land on a cushion of air. Shock absorber systems fitted to aircraft seats allow a more gradual deceleration of the occupant. A bumper system is applied to ground vehicles/trains to allow a more gradual deceleration of the vehicle/train and to minimize injury to pedestrians.

1 . A system which may include: 
 inflating an internal/external airbag system (i.e. ruggedized air bladders) to an appropriate thickness, associated with an aircraft/spacecraft/object (i.e. fixed wing, rotary wing, airship, satellite, spaceship) to minimize damage and/or casualties;    one or more internal/external shock absorbers, associated with an object that benefits from reduced deceleration (i.e. occupants in one or more seats, aircraft, spacecraft) to minimize damage and/or casualties;    a well designed seat (i.e. for human or object) to minimize damage and/or casualties.    
   
   
       2 . Referring to  claim 1 , the external airbag system may be inflated by activating an appropriate mechanism (i.e. air compressors, pressurized tanks, explosive charges).  
   
   
       3 . Referring to  claim 1 , the maximum inflation pressure, shape and configuration of the individual bladders may be designed for each type of aircraft to minimize casualties and damage.  
   
   
       4 . Referring to  claim 1 , the base of the airbags may be firmly attached to the aircraft.  
   
   
       5 . Referring to  claim 1 , the air pressure in the different bladders may be independently increased or decreased in real time to minimize damage and casualties.  
   
   
       6 . Referring to  claim 1 , due to accidental activation or other unforeseen reasons, the air bladders may be deflated completely.  
   
   
       7 . Referring to  claim 1 , an appropriate number of shock absorbers may be assigned to each object (i.e. seat, aircraft, spacecraft).  
   
   
       8 . Referring to  claim 1 , a shock absorber may be mounted to the aircraft floor on one end and to the seat at the other end.  
   
   
       9 . Referring to  claim 1 , the location and number of shock absorbers associated with each seat or seats may be designed based on safety, seating configuration, functionality, available space and cost.  
   
   
       10 . Referring to  claim 1 , the shock absorbers may provide deceleration of the seat from its neutral position down to the floor.  
   
   
       11 . Referring to  claim 1 , only when a critical force is exerted on the shock absorber, may the shock absorber begin to undergo compression.  
   
   
       12 . Referring to  claim 1 , the critical force for shock absorber movement may be adjusted to compensate for the weight of the object (i.e. occupant), the impact force of the object (i.e. aircraft/spacecraft) and other appropriate parameters.  
   
   
       13 . Referring to  claim 1 , a spring may encompass the shock absorber to reduce the force of impact on the object and to restore the object to its neutral position.  
   
   
       14 . Referring to  claim 1 , the shock absorbers may be mechanical or electromechanical.  
   
   
       15 . Referring to  claim 1 , the seat shock absorbers may be mounted to the floor alone, the ceiling alone or the floor/ceiling in conjunction with one another.  
   
   
       16 . Referring to  claim 1 , the object's shock absorbers (i.e. seat) may attach to an interface structure (i.e. heavy duty roller bearing structure, magnetically levitated structure) which in turn may drive additional shock absorbers (i.e. parallel to the floor) to reduce (further reduce) the casualties and damage in other dimensions (in the same dimensions).  
   
   
       17 . Referring to  claim 1 , the seat parameters (i.e. weight of occupant), the aircraft/spacecraft/object parameters, the internal/external airbag parameters, the internal/external shock absorber parameters and any other appropriate sensor parameters before and during impact may provide the information to accurately adjust the shock absorbers and airbags in real time.  
   
   
       18 . Referring to  claim 1 , the seats may rotate backward to minimize the force of impact on the spine.  
   
   
       19 . Referring to  claim 1 , the occupant may be protected by a restraint system (i.e. seatbelt or six point restraint) that has a thick cushioning material encompassing its various parts.  
   
   
       20 . Referring to  claim 1 , the seats may have a thick cushioning material integrated into the seats to minimize the force of impact.  
   
   
       21 . Referring to  claim 1 , the seat may incorporate a toughened air bladder that is inflatable prior to the crash or that is permanently inflated.  
   
   
       22 . Referring to  claim 1 , a neck stabilizing system may be associated with each seat.  
   
   
       23 . A bumper system, which may include one or more shock absorbers, associated with ground vehicles/trains may be designed to minimize damage and casualties in an accident.  
   
   
       24 . Referring to  claim 23 , on command a large structure or bumper at the front of the lead locomotive or the back of the last railcar may be moved by one or more pistons to an appropriate distance from the train.  
   
   
       25 . Referring to  claim 23 , the bumper may be designed an appropriate distance from the main structure of the vehicle.  
   
   
       26 . Referring to  claim 23 , connect the bumper to the main structure of the vehicle with one or more shock absorbers.  
   
   
       27 . Referring to  claim 23 , springs may encompass one or more shock absorbers to reduce the force of impact and to restore the vehicle bumper to its neutral position.  
   
   
       28 . Referring to  claim 23 , the shock absorbers may attach to the vehicle bumper by ball type joints to allow for some differential movement of the shocks.  
   
   
       29 . Referring to  claim 23 , the seat occupants of the vehicle/train may be protected by a restraint system (i.e. seatbelt, six point restraint) that has a thick cushioning material encompassing its various parts.  
   
   
       30 . Referring to  claim 23 , the bumper system and shock absorbers of the vehicle may be mechanical or electromechanical.  
   
   
       31 . Referring to  claim 23 , the vehicle/train bumper system may be under real time electronic control receiving input data from the sensors.  
   
   
       32 . Referring to  claim 23 , the vehicle bumper system may be expanded/retracted on command or may be fixed in an appropriate position.  
   
   
       33 . Referring to  claim 23 , the bumper system may be applied to the front, rear or sides of the vehicle/train.  
   
   
       34 . Referring to  claim 23 , the bumper system may include external airbags deployable before impacting an object (i.e. vehicle, pedestrian) to reduce the force of the collision.  
   
   
       35 . Referring to  claim 23 , the bumper system may include fused input from different wavelength cameras and other types of sensors to accurately control the response (i.e. timing, bumper deceleration, airbag inflation pressure) of the bumper system.  
   
   
       36 . An electromechanical shock absorber may control in real time the size of one or more orifices that allow the gas/fluid to flow across the piston or across any interface which may provide exquisite programmable operation.  
   
   
       37 . Referring to  claim 36 , backup mechanical operation may be available on electronic failure.  
   
   
       38 . Referring to  claim 36 , the power to the shock absorber may be supplied by an external energy source (i.e. direct wire connection, sliding metal contacts, electromagnetic transmission), by an internal energy source or by a combination of external/internal energy sources.